Vehicle panel control system

ABSTRACT

A system includes a controller and a sensor. The controller is configured to transmit a panel control signal to move a movable panel of a vehicle along a path between opened and closed positions. The sensor is configured to detect for an object in the path of the panel and to generate an object signal indicative of an object detected in the path of the panel. Upon receipt of the object signal, the controller is further configured to transmit a panel control signal to move the panel towards the opened position in order to prevent the panel from entrapping the object. The controller is further configured to communicate with at least one vehicle module over an in-vehicle local area network (LAN).

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.12/423,411, filed Apr. 14, 2009; which is a continuation of U.S.application Ser. No. 12/008,010, filed Jan. 8, 2008, now U.S. Pat. No.7,518,327; which is a continuation of U.S. application Ser. No.11/325,579, filed Jan. 4, 2006, now U.S. Pat. No. 7,342,373; which arehereby incorporated by reference in their entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to vehicle window lift systems havingadvanced operating functionality and vehicle occupant safety featuresfor protecting vehicle occupants and for reducing strain and damage tovehicle components.

2. Background Art

The majority of window control systems operate a direct current (DC)motor to control movement of a vehicle window. These window controlsystems are direct power control systems employing direct powerswitches. An operator activates a switch from inside the vehicle todirectly connect electrical power from the switch to a motor associatedwith the window. The motor drives the window either open or closedepending upon the polarity of the power received via the switch.

“Intelligent” window control systems are replacing direct power controlsystems. Intelligent window control systems have advanced features forprotecting vehicle components and occupants from harm. Intelligentwindow control systems are solid-state, electronic control systemshaving microprocessor based electronic control circuitry able to readswitch input commands and control the window motor appropriately.Intelligent window control systems provide features such as expressopen, drop glass, anti-entrapment, and anti-pinch protection. However,significant enhancements can be made to improve on the performance andcost of intelligent window control systems.

SUMMARY OF THE INVENTION

The present invention provides a vehicle window control system which hasenhanced features for overall safety and functionality and improves uponthe existing occupant safety, performance, and reliability of suchsystems. In addition to window control, the system is well suited forexpansion into specialized vehicle functions. Equipped with remotesensor information and vehicle communications, the system can performunassisted vehicle functions to improve the safety in vehicles.

In accordance with the present invention, a system having a controller,a sensor, and a switch is provided. The controller is configured totransmit a panel control signal to move a movable panel of a vehiclealong a path between opened and closed positions. The sensor isconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel. The switch is configured to transmit a command signal uponbeing activated by an operator. Upon receipt of the object signal, thecontroller is further configured to transmit a panel control signal tomove the panel towards the opened position in order to prevent the panelfrom entrapping the object. The controller and the switch are furtherconfigured to communicate with at least one vehicle module and with oneanother over an in-vehicle local area network (LAN). The controller isfurther configured to receive the command signal from the switch overthe LAN and to transmit a panel control signal to move the panel inaccordance with the command signal. The switch is further configured totransmit upon being activated by an operator a second command signalover the LAN for receipt by a second controller configured to controlmovement of a second movable panel in accordance with the second commandsignal.

The at least one vehicle module may include an occupant detectionsensor. In this case, the controller is further configured to receive anoccupant signal indicative of the absence of an occupant in the vehiclefrom the occupant detection sensor over the LAN and to generate an alarmsignal indicative of vehicle intrusion upon receiving the object signalwhile the vehicle is unoccupied.

The at least one vehicle module may include a rain sensor. In this case,the controller is further configured to receive a rain sensor signalindicative of moisture outside the vehicle from the rain sensor over theLAN and to transmit a panel control signal to move the panel towards theclosed position upon determining the presence of moisture outside of thevehicle based on the rain signal.

Further, in accordance with the present invention, a system having acontroller and a sensor is provided. The controller is configured totransmit a panel control signal to move a movable panel of a vehiclealong a path between opened and closed positions. The sensor isconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel. The controller is further configured to transmit a panelcontrol signal to move the panel towards the opened position in order toprevent the panel from entrapping the object upon receipt of the objectsignal. The controller is further configured to communicate with atleast one vehicle module including a switch over an in-vehicle LAN, toreceive a command signal from the switch over the LAN upon the switchbeing activated by an operator, and to transmit a panel control signalto move the panel in accordance with the command signal. In particular,the controller is further configured to transmit a panel control signalto move the panel: (i) to the closed position upon receiving an expressclose panel command signal from the switch over the LAN; (ii) to theopened position upon receiving an express open panel command signal fromthe switch over the LAN; (iii) towards the closed position whilereceiving a manual close panel command signal from the switch over theLAN; and towards the opened position while receiving a manual open panelcommand signal from the switch over the LAN.

Also, in accordance with the present invention, another system having acontroller and a sensor is provided. The controller is configured totransmit a panel control signal to move a movable panel of a vehiclealong a path between opened and closed positions. The sensor isconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel. The controller is further configured to transmit a panelcontrol signal to move the panel towards the opened position in order toprevent the panel from entrapping the object upon receipt of the objectsignal. The controller is further configured to communicate with atleast one vehicle module including an interior temperature sensor and anexterior temperature sensor over an in-vehicle LAN. The controller isfurther configured to receive an internal temperature signal indicativeof the temperature of the vehicle interior from the interior temperaturesensor over the LAN, to receive an external temperature signalindicative of the temperature outside of the vehicle from the externaltemperature sensor over the LAN, to determine whether vehicle venting isdesired based on a comparison of the temperature signals, and totransmit a panel control signal to move the panel towards the openedposition in order to vent the vehicle if vehicle venting is desired.

Further, in accordance with the present invention, another system havinga controller and a sensor is provided. The controller is configured totransmit a panel control signal to move a movable panel of a vehiclealong a path between opened and closed positions. The sensor isconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel. The controller is further configured to transmit a panelcontrol signal to move the panel towards the opened position in order toprevent the panel from entrapping the object upon receipt of the objectsignal. The controller is further configured to communicate with atleast one vehicle module over an in-vehicle LAN. The controller isfurther configured to store the position of the panel along the pathprior to the vehicle being turned off and to transmit a panel controlsignal to move the panel from the closed position to a stored openedposition stored upon receiving a preset panel open command.

Also, in accordance with the present invention, another system having acontroller and a sensor is provided. The controller is configured totransmit a panel control signal to move a movable panel of a vehiclealong a path between opened and closed positions. The sensor isconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel. The controller is further configured to transmit a panelcontrol signal to move the panel towards the opened position in order toprevent the panel from entrapping the object upon receipt of the objectsignal. The controller is further configured to communicate with atleast one vehicle module over an in-vehicle LAN. The controller isfurther configured to transmit a panel control signal to move the panelafter the vehicle has been turned off.

Further, in accordance with the present invention, a system having afirst controller, a sensor, and a second controller is provided. Thefirst controller is configured to transmit a panel control signal tomove a first movable panel of a vehicle along a path between opened andclosed positions. The sensor is configured to detect for an object inthe path of the first panel and to generate an object signal indicativeof an object detected in the path of the first panel. The secondcontroller is configured to transmit a panel control signal to move asecond movable panel of the vehicle along a path. The first controlleris further configured to communicate with the second controller and atleast one vehicle module over an in-vehicle LAN. The first controller isfurther configured to transmit a panel control signal to move the firstpanel towards the opened position in order to prevent the first panelfrom entrapping the object upon receipt of the object signal. The secondcontroller is further configured to receive a command signal from thefirst controller over the LAN and to transmit a panel control signal tomove the second panel in accordance with the command signal.

In various embodiments of the present invention, the LAN may be a wiredLAN or a wireless LAN. Likewise, the LAN may include at least one of awired component and a wireless component.

Objects, features, and advantages of the present invention are readilyapparent from the following detailed description of the preferredembodiment(s) when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a control system in accordance with an embodiment ofthe present invention;

FIG. 2 illustrates in greater detail the control system in accordancewith an embodiment of the present invention;

FIG. 3 illustrates a cross-sectional view of the control system sensoras assembled into a weather seal in accordance with an embodiment of thepresent invention;

FIG. 4 illustrates a block diagram of the sensor desensitization logicemployed by the control system controller in accordance with anembodiment of the present invention;

FIGS. 5 a and 5 b illustrate flowcharts describing operation of thecontrol system controller for emulating a resettable thermal fuse inaccordance with an embodiment of the present invention;

FIG. 6 illustrates the control system interconnected in a vehicle toventing components of the vehicle by communication interconnects inaccordance with an embodiment of the present invention;

FIG. 7 illustrates a vehicle seat having occupant detection sensors inaccordance with an embodiment of the present invention;

FIG. 8 illustrates traditional electric window lift controlsinterconnected in a vehicle by traditional vehicle wiring;

FIG. 9 illustrates control systems interconnected in a vehicle by alocal area network (LAN) in accordance with an embodiment of the presentinvention;

FIG. 10 illustrates control systems having an independent master switchconsole in which the control systems and switch consoles including theindependent switch console are interconnected in a vehicle by a LAN inaccordance with an embodiment of the present invention;

FIG. 11 illustrates control systems interconnected in a vehicle by awireless LAN in accordance with an embodiment of the present invention;

FIG. 12 illustrates control systems having an independent master switchconsole in which the control systems and the independent switch consoleare interconnected in a vehicle by a wireless LAN in accordance with anembodiment of the present invention; and

FIG. 13 illustrates the inputs and outputs of the control systemcontroller for supporting advanced vehicle functions in accordance withan embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)

Referring now to FIGS. 1 and 2, a control system 11 in accordance withan embodiment of the present invention is shown. Control system 11functions as an anti-entrapment panel lift system for controlling andmonitoring movement of a movable panel such as a window 2 of a vehicledoor 1. Window 2 is movable along a path between opened and closedpositions. Control system 11 includes a controller 3 and a primarysensor 7.

Sensor 7 is generally operable for detecting objects placed in the pathof window 2. Sensor 7 is located at a position on the window frame ofvehicle door 1 to detect objects in the entire path of window 2 and/orto detect objects in the path of the window near the closed position ofthe window. Sensor 7 is preferably a capacitance sensor operable todetect being touched by an object and/or operable to detect the presence(i.e., proximity) of an electrically conductive object near the sensor.In either event, objects detected by sensor 7 will be in the path ofwindow 2.

Sensor 7 has a capacitance at any given time and the sensor outputs asensor signal 6 indicative of the capacitance. The capacitance of sensor7 changes in response to an electrically conductive object such as ahuman body part (e.g., a finger) touching the sensor or in response to anon-electrically conductive object such as a piece of wood touching thesensor. In this event, the capacitance of sensor 7 changes becauseseparated conductors of the sensor move relative to one another upon thesensor being touched. Similarly, the capacitance of sensor 7 changes inresponse to an electrically conductive object coming within theproximity of the sensor. In this event, the capacitance of sensor 7changes because the electrically conductive object disrupts theelectrical fields extending between the separated conductors of thesensor. In the latter event, the capacitance of sensor 7 changes evenwithout the object actually touching or applying any force to thesensor. In either event (touch by an object on sensor 7 or proximity ofan object to the sensor), the sensor provides a sensor signal 6indicative of the sensor capacitance at the time of the detection eventto controller 3. As such, sensor signal 6 is an “object signal” or an“anti-entrapment signal” which is indicative of the presence of anobject in the path of window 2.

Controller 3 is a microprocessor-based controller having amicroprocessor 12. Controller 3 energizes a window lift motor 13associated with window 2 to move the window along its path in a closing(opening) direction between opened and closed positions to close (open)the window. Motor 13 is driven to move window 2 upon receivingelectrical power. Motor 13 receives electrical power directly from apower source when the power source is enabled to provide power to themotor. Controller 3 energizes motor 13 by providing an electronic signal(i.e., a panel control signal) from a panel control output 21 to themotor such that the power source is enabled to apply power to the motorto drive the motor. As such, the power applied to motor 13 is nottransferred from controller 3 to the motor. In contrast, controller 3provides an electronic signal which acts as a power source switchingsignal for enabling the power source to directly apply power to motor13.

An operator uses a keypad 4 to provide input switch commands 5 tocontroller 3 for controlling window 2 movement. When an operator issuesa command 5 to close window 2, controller 3 energizes motor 13 andmonitors sensor signal 6 to detect the touch/presence of an object 10(i.e., obstruction, obstacle, etc.) in the path of the window as thewindow is closing. In general, controller 3 reverses the direction ofwindow 2 and opens the window upon sensor 7 detecting an object 10 inthe path of the window when the window is closing. Controller 3 stopswindow 2 from closing further and opens the window in this event inorder to prevent the window from entrapping the object. As such, anentrapment condition occurs when an object 10 is detected in the path ofwindow 2 when the window is closing. In general, controller 3 monitorssensor signal 6 and controls window 2 movement to prevent such anentrapment condition.

Input commands 5 include automatic input commands such as express openand express close. In response to receiving an express open (close)command 5 from keypad 4, controller 3 moves window 2 in an opening(closing) direction until the window is fully opened (closed) withoutrequiring any further input commands from the operator. Input commands 5further include manual input commands such as open (i.e., manual-down)and close (i.e., manual-up). In response to receiving a manual open(close) command 5 from keypad 4, controller 3 moves window 2 in anopening (closing) direction while the operator is operating the keypadto provide such manual commands.

As window 2 opens and closes, controller 3 continuously tracks windowposition 39 a and window speed 39 b indirectly from armature rotation ofmotor 13. Controller 3 responds to operating situations with advancedpositioning maneuvers by knowing window position 39 a. Controller 3monitors window speed 39 b to determine loading and stalling conditionsof window 2.

Controller 3 uses window speed 39 b as a redundant secondary input fordetecting an object 10 in the path of window 2 as the window closes. Inthe event that sensor 7 becomes inoperable and cannot provide sensorsignal 6, controller 3 uses window speed 39 b as the primary signal fordetecting an object 10 in the path of window 2 until the sensor signalis restored. Controller 3 performs window movements (particularly windowclosing movements) in relatively small and predetermined incrementswhile sensor 7 is inoperable. This limp mode response permits closure ofwindow 2 while insuring that an object 10 in the path of the window doesnot experience high entrapment forces from the window before theredundant speed sensing information indicates an entrapment condition.The limp mode response provides direct feedback to an operator by way ofthe incremental movements that control system 11 is not fully functionaland requires service.

Referring now to FIG. 3, with continual reference to FIGS. 1 and 2, across-sectional view of sensor 7 as assembled into a weather seal 8 ofvehicle door 1 in accordance with an embodiment of the present inventionis shown. As shown in FIG. 3, sensor 7 is a capacitance sensor having acompressible dielectric element 87 interposed between first and secondconductors 86 and 88. Weather seal 8 receives sensor 7 in such a waythat the sensor maintains its position adjacent to window 2 as thewindow moves towards and away from the seal. Seal 8 has an undercut 85for holding sensor 7 in place. Sensor 7 inversely has a base mantel 84comprised of thermoplastic polyolefin (TPO). Base mantel 84 has adimension wider than a main body jacket 80 of sensor 7. Main body jacket80 is comprised of thermoplastic vulcanizate (TPV). When inserted intoseal 8, base mantel 84 seats into undercut 85 of the seal to hold sensor7 in place. This seating characteristic between seal 8 and sensor 7eliminates the need for bonding between these components and allows forrapid installation and removal of the sensor from the seal.

Referring now to FIG. 4, with continual reference to FIGS. 1 and 2, ablock diagram of the sensor desensitization logic employed by controller3 in accordance with an embodiment of the present invention is shown.The position of window 2 relative to sensor 7 can bias sensor signal 6towards false entrapment detection of an object. Controller 3 employs asoftware algorithm to desensitize sensor signal 6 from the influence ofwindow 2 to reduce the possibility of false entrapment detection. Ingeneral, controller 3 desensitizes sensor signal 6 based on knowledge ofthe current window 2 position and end-of-travel (i.e., opened andclosed) window position to counter effects created by the window as thewindow moves relative to sensor 7.

FIG. 4 illustrates the data processing stages for desensitization ofsensor signal 6. As window 2 travels relative to sensor 7, controller 3calculates a correction factor 15 based on a current position 16 ofwindow 2. A summer 20 sums correction factor 15 with an object detectionthreshold value 14 representative of the anti-entrapment detectionfunction. The summed output is a new trip threshold value 17 having thecorrect sensitivity for current window position 16. Controller 3compares sensor signal 6 with new trip threshold value 17 in acomparator 18. If sensor signal 6 meets or exceeds new trip thresholdvalue 17, then controller 3 detects the presence of an object 10 in thepath of window 2 as indicated in decision block 19. If sensor signal isbelow new trip threshold value 17, then controller 3 determines that anobject is not in the path of window 2 as indicated in decision block 19.

In general, controller 3 determines whether an object is in the path ofwindow 2 by comparing sensor signal 6 with object detection thresholdvalue 14. Object detection threshold value 14 represents ananti-entrapment function value indicative of an object being in the pathof window 2. Object detection threshold value 14 is a fairly reliableindicator when window 2 is at a position relatively far from sensor 7. Aproblem occurs when window 2 is at a position relatively near to sensor7 as the window itself may influence the capacitance of the sensor.Correction factor 15 represents the window influences on sensor 7 whenwindow 2 is relatively near to the sensor. As such, new trip thresholdvalue 17, which is the sum of object detection threshold value 14 andcorrection factor 15, represents an anti-entrapment function valueindicative of an object being in the path of window 2 when the window isrelatively near to sensor 7. That is, new trip threshold value 17represents an anti-entrapment function value which takes into accountinfluences made by window 2 on sensor 7 when the window is relativelynear the sensor. Correction factor 15 is implemented as either a tableof correction values that coincide with current window position 16 or asan equation.

In operation, controller 3 ignores sensor signal 6 while window 2 entersseal 8 to further reduce false entrapment detection. With reference toFIG. 1, controller 3 ignores sensor signal 6 when the position of window2 is within a threshold distance such as four millimeters below fullwindow closure 9 a. This threshold distance is software programmable andprovides sufficient protection for vehicle occupants from windowentrapment during window closure. As such, during window 2 closure whenthe window is within the threshold distance from full window closure 9a, controller 3 inhibits the anti-entrapment function in order toprevent false entrapment detection as the window seats into seal 8.

For advanced switch inputs 5, controller 3 cancels any express windowcommand in progress while receiving a manual switch command to open orclose window 2 from keypad 4. Controller 3 then immediately performs themanual command. This ensures that the operator remains in control ofwindow 2 movement during automatic functions and at all times.

Controller 3 aborts performing an express open or close operation andstops window 2 from moving upon receiving a second express command forthe opposite direction. This action allows the operator to advancewindow 2 to window position 9 c in either direction using the expressfeature and then stop the window without initiating a new command switchinput 5.

When controller 3 detects an object 10 during window 2 closure a logicalresponse of the controller is to reverse the movement direction of thewindow to release the object from being entrapped between the window andthe vehicle door window frame. For security and functionality reasons itis undesirable to have window 2 return to its fully opened position 9 dwhenever an object is detected in the window path. In most cases openingwindow 2 a few millimeters is all that is needed to release an objectfrom window entrapment. If the object caught in the path of window 2 isa person's neck, then it becomes necessary for controller 3 to open thewindow far enough for the person to remove their head out of the windowpath. A minimum window opening 9 b is defined where the window openingis considered large enough to safely remove a person's head should it betrapped by window 2. Minimum window opening 9 b (also referred to as the“midpoint position”) is the position of window 2 when the window isapproximately two hundred millimeters from full window closure 9 a.

Controller 3 performs enhanced responses to object detection as afunction of midpoint position 9 b. In general, controller 3 performs aunique window response at entrapment detection when window 2 is abovemidpoint position 9 b. This response improves upon occupant safety.Likewise, controller 3 performs a unique response when window 2 is belowmidpoint position 9 b. This response improves upon occupant security.

In particular, during a manual close operation, controller 3 openswindow 2 five millimeters from its current position upon objectdetection while the operator activates manual-up switch 4. Controller 3performs one of three possible operations when the operator releasesmanual-up switch 4. If at the time of detection of object 10 theposition of window 2 is higher than midpoint position 9 b (i.e., withintwo hundred millimeters of full window closure 9 a), then controller 3opens the window to midpoint position 9 b. Controller 3 opens window 2an additional twenty millimeters if at the time of detection of object10 the position of the window is lower than midpoint distance 9 b (i.e.,farther than two hundred millimeters from full window closure 9 a).Finally, if the operator does not release manual-up switch 4 within aspecified time such as two seconds, then controller 3 does not performthe secondary window motion after the operator releases switch 4.Cancellation of the secondary window motion functions as a securityoverride preventing window 2 from opening further should the operatorneed the window to remain up.

Controller 3 opens window 2 twenty-five millimeters from its currentposition (such as window position 9 c) upon detection of an object 10 ifthe detection occurs when the window is lower than midpoint position 9 bduring an express close operation. Controller 3 opens window 2 tomidpoint position 9 b upon detection of an object 10 if the detectionoccurs when the window is higher than midpoint position 9 b during anexpress open operation.

Controller 3 receives an ignition input signal 40 from the vehicle whilethe vehicle is in operation (e.g., while the vehicle is running or whenthe vehicle battery is on). Control system 11 remains active for apredetermined time after ignition signal 40 is off to permit theoperator to close or adjust the position of window 2. Control system 11remains active beyond this predetermined time if an active windowcommand 5 is still present or if controller 3 has not completed anobject detection response in progress.

Referring now to FIGS. 5 a and 5 b, with continual reference to FIGS. 1and 2, flowcharts describing operation of controller 3 for emulating aresettable thermal fuse in accordance with an embodiment of the presentinvention are shown. In general, controller 3 emulates the function of aresettable thermal fuse to thermally protect motor 13, adjacentcircuitry, and drive components including its power source againstoverheating caused by continuous motor operation. In general, controller3 denies power to motor 13 whenever window 2 operation is abused such aswhen children play with keypad switch 4.

The flowchart of FIG. 5 a illustrates the general operation ofcontroller 3 for emulating a resettable thermal fuse. In operation,controller 3 determines whether a request for window motion has beenissued as shown in block 101. If no window motion request is present,then controller 3 stops motor 13 as shown in block 104. If a windowmotion request is present, then controller 3 determines whether itsthermal fuse function has tripped as shown in block 102. If its thermalfuse function has not tripped, then controller 3 energizes motor 13 asshown in block 103 to move window 2 in accordance with the window motionrequest. If its thermal fuse function has tripped, then controller 3stops motor 13 as shown in block 104. In this event, controller 3 doesnot perform the window motion request.

The flowchart of FIG. 5 b illustrates the operation carried out bycontroller 3 for determining whether its thermal fuse function hastripped. In operation, controller 3 determines whether it is energizingmotor 13 as shown in block 201. If controller 3 is energizing motor 13,then the controller determines whether the motor has stalled as shown inblock 203. If controller 3 is energizing motor 13 and if the motor hasstalled, then the controller increments a thermal fuse counter at arapid rate as shown in block 205. If controller 3 is energizing motor 13and if the motor has not stalled, then the controller increments thethermal fuse counter at a normal rate as shown in block 206. As such,controller 3 increments the thermal fuse counter (i.e., an internalsoftware counter) whenever motor 13 is energized as shown in blocks 205and 206; the controller increments the counter at a normal rate duringproper motor operation (as shown in block 206) and at a faster rate whenthe motor is stalled (as shown in block 205). Controller 3 compares thecounter to a maximum count value as shown in block 208. The maximumcount value signifies that motor 13 has been over worked and is likelyoverheated. In the event that the counter is greater than the maximumcount value, the thermal fuse is tripped as shown in block 209 (i.e.,the decision of block 102 shown in FIG. 5 a is “yes”). As a result,controller 3 inhibits operation of motor 13 as shown in block 104 ofFIG. 5 a until the counter has returned to a lower value signifying thatthe motor has cooled down. Controller 3 can use other sensed motoroperating parameters such as motor speed, current, voltage, ambienttemperature, and cycling profile to modify the counter increment ratesof blocks 205 and 206. The counter increment rates are either fixed ordynamic depending upon the implementation of the software function.

If controller 3 is not energizing motor 13 as shown in block 201, thenthe controller decrements the counter at a given rate as shown in block202. The counter decrement rate is either fixed or dynamic dependingupon the software function implementation. Controller 3 then determineswhether the counter has returned to zero as shown in block 204. If thecounter has returned to zero, then controller 3 resets the thermal fusetrip flag as shown in block 207 and permits operation of motor 13.

The thermal fuse function emulation performed by controller 3 has adirect advantage over conventional types of thermal fuses as motor 13remains operational to perform safety related functions yet thecontroller limits operating privileges in order to cool down the motor.A thermal sensor can be placed at motor 13 to directly measure theoperating temperature of the motor to improve the reliability of thisfunction. Either way, controller 3 retains control over motor 13 asopposed to a thermally triggered passive component, such as a positivetemperature coefficient thermistor commonly used in motors for thermalprotection, retaining motor control.

Controller 3 controls motor 13 such that any forces exerted by window 2on an object 10 placed in the path of the window as the window isclosing are low forces. This low closure force characteristic permitsunattended window 2 movement while maintaining a high degree of safety.As a result a number of new automatic/advanced window and vehiclefunctions are possible.

As will be described with reference to FIG. 13, one such window functionperformed by controller 3 is automatically closing window 2 when anoperator exits and locks the vehicle or when ignition signal 40 isremoved. Likewise, when the operator returns and unlocks the vehicle,controller 3 automatically reopens window 2 to its previous position.

Referring now to FIG. 13, with continual reference to FIGS. 1 and 2,inputs and outputs of controller 3 for supporting automatic/advancedwindow and vehicle functions in accordance with an embodiment of thepresent invention are shown. In the events of the operator unlocking andlocking the vehicle, controller 3 receives commands to automaticallyopen and close window 2 on a remote open/close input 54. A local areanetwork (LAN) 43 can communicate such commands to controller 3 as well.When controller 3 receives the close command the controller attempts toclose window 2. If controller 3 detects an object 10 in the path ofwindow 2 as the window is closing, then the controller opens the windowaccordingly and provides a signal on an alarm output 45 indicating thatit is unable to close the window. Alarm output 45 can be connected toaudio or visual alarm annunciators or fed to other vehicle systems ableto provide a response to the failure condition.

The open and close command signals 54 can originate from a mechanicalswitch triggered by actuation of a lock mechanism of vehicle door 1 orfrom operator activation of an electric door lock switch of the vehicledoor. Another approach is for signals 54 to originate from a RemoteKeyless Entry (RKE) system. In this case, when an operator presses thelock button of the key FOB, the RKE system sends a close command signal54 to controller 3 for the controller to close window 2. Likewise, whenan operator presses the unlock button of the key FOB, the RKE systemsends an open command signal 54 to controller 3 for the controller toreopen window 2 to its previous position. Another approach is controller3 automatically closing window 2 a predetermined time after ignitionsignal 40 is off.

Another automatic/advanced window function is directed to vehicle airventing. The venting of hot air out from the vehicle maintains lowerinterior temperatures while the vehicle is unattended. Venting reducesdemands on the air conditioning system of the vehicle and decreases theinitial cool down time for cooling the vehicle interior.

Referring now to FIG. 6, with continual reference to FIGS. 1, 2, and 13,control system 11 interconnected in a vehicle to the venting componentsof the vehicle by communication interconnects in accordance with anembodiment of the present invention is shown. The embodiment of FIG. 6includes two control systems 11 a and 11 b. Control systems 11 a and 11b are communicable with one another as will be described with referenceto FIGS. 9, 10, 11, and 12. Control system 11 a is associated with adriver-side window, a vehicle HVAC system 22, an outside temperaturesensor 24, a sunroof 26, a rain sensor 27, an alarm system 31, and avehicle interior temperature sensor 32. Control system 11 b isassociated with a passenger-side window.

Control system 11 a (i.e., the controller of control system 11 a)receives an outside temperature signal 52 indicative of the temperatureoutside of the vehicle from outside temperature sensor 24 and receives avehicle interior temperature signal 51 indicative of the vehicleinterior temperature from vehicle interior temperature sensor 32.Control system 11 a processes temperature signals 51 and 52 to determineif venting of the vehicle is necessary when the vehicle is parked andoff (i.e., when ignition input 40 is off).

On hot days and during periods of direct sunlight exposure, an enclosedand unattended vehicle can experience a rise in interior temperature of+40° F. or more above the outside ambient temperature. As the sun movesin the sky, vehicles once parked in the shade can later be found indirect sun exposure. Weather conditions can change from overcast toclear leaving vehicles directly exposed to the sun. Persons returning tosuch an enclosed vehicle are likely to open a vehicle door and wait forthe hot air to vent out. They eventually enter the vehicle, enduring theradiant heat still given off by the interior, open the windows, turn onthe air conditioning, and then continue on their way. High temperaturesare harmful to vehicle occupants and interiors. Animals left unattendedin vehicles can suffer from dehydration and heat stroke. Prolonged orrepeated heat exposure damages vehicle interiors while hot interiorsplace greater demands on the air conditioning system when operated.

Venting hot air from a vehicle interior can reduce vehicle interiortemperatures. A simple and effective means of keeping vehicles cooler isby opening the windows to allow air exchange with that outside. Ifhowever the vehicle is unattended, then opened windows can place thevehicle at a security risk. Also, if weather conditions change, anopened window can leave a once dry interior soaking wet in a matter ofminutes.

As such, if control system 11 a determines that the vehicle interiortemperature is hotter than a predetermined high temperature and theoutside temperature is cooler than the vehicle interior temperature byat least a predetermined amount, then control system 11 a performsventing by automatically opening the driver-side window to draw outsideair through the driver-side window in order ventilate the vehicleinterior. Control system 11 a shares the temperature information andcomparisons with control system 11 b. Accordingly, control system 11 bassists in the venting by automatically opening the passenger-sidewindow to draw outside air through the passenger-side window in order toventilate the vehicle interior.

When equipped with venting control outputs 28 or linked by a LANinterface 43 to other vehicle control systems, control system 11 a caninstruct other components in the vehicle to assist in the ventingprocess. Other vehicle systems that enhance the venting process includeHVAC system 22 and sunroof 26. Control system 11 a accelerates andmaximizes venting by turning on HVAC blower 22 and/or by opening sunroof26 in order to draw outside air 23 into the vehicle. Once the vehicleinterior temperature reaches a predetermined low temperature, controlsystems 11 automatically return the windows and other systems assistingin the venting process (i.e., HVAC blower 22, sunroof 26) to theiroriginal state. Alternatively, control systems 11 automatically adjustthese systems to a modified state to continue regulating at the newlower vehicle interior temperature. For example, control system 11 areturns the driver-side window and/or sunroof 26, if originally closed,to a predetermined vent position to permit continued exchange of outsideair with vehicle interior air.

If venting is ineffective at lowering the interior vehicle temperature,control system 11 a can warn the operator by providing an alarm signalfrom its alarm output 45 to alarm system 31. Alarm system 31 includesaudio or visual alarm annunciators for providing a response to thiscondition.

Control system 11 a receives a rain sensor signal 30 from a rain sensor27 which monitors the presence of rain (or water from a water sprinkler)outside of the vehicle. When rain sensor 27 senses rain, control system11 a cancels or modifies the venting process to protect the vehicleinterior from rain damage. For example, control system 11 a fully closesthe driver-side window and sunroof 26 during a rain event to preventrain from entering the vehicle but continues operating HVAC blower 22 tovent the vehicle.

As such, rain sensor 27 not only assists control systems 11 withunattended venting but also protects the vehicle interior from waterdamage brought on by rain or irrigation systems and assists the controlsystems in closing the windows when water is sensed. Control systems 11automatically close the windows intentionally left open by vehicleoccupants in the presence of water to protect vehicle interiors andpersonal contents. Whether the vehicle is in operation or unattended,control systems 11 assist the vehicle occupants by automatically closingthe windows when rain sensor 27 detects rain.

As such, control systems 11 automatically close the windows and sunroof26 while the vehicle is being operated in the event that rain isdetected. This feature is applicable to other powered moving panels suchas a sliding door, a hatch, a trunk lid, a convertible top, or a tonneaucover associated with a control system 11. This feature protects thevehicle interior from rain damage when a window or another vehicle panelis intentionally left open. Likewise, this feature can be active while amotion sensor provides to control system 11 a a motion signal 58indicative of the vehicle being in motion thereby relieving the vehicleoperator of the responsibility and distraction of closing powered panelmoving panels such as the windows and the sunroof when rain isencountered.

When a vehicle panel such as a window is open during the venting processthe vehicle is more vulnerable to intrusion from an outsider. As such,for security and safety reasons, the anti-entrapment sensing of controlsystems 11 remains active during the venting process and whenever thevehicle security is active to assist in detecting vehicle intrusion.When a control system 11 detects an object 10 in the path of a window 2and the vehicle security is activated, the control system outputs analarm signal from its alarm output 45 to alarm system 31. In turn, alarmsystem 31 generates an alarm signifying an object or intruder breachingthe window opening. Control system 11 responds to the window breach bycancelling the venting process and closing the window (after or before)the object is removed from the window opening. As such, if security orweather conditions do not permit opening of the windows and/or thesunroof, then control system 11 can instruct HVAC system 22 to drawoutside air into the vehicle for venting.

In sum, having the two temperature inputs and the rain input, controlsystem 11 can manage venting of an unattended vehicle. When the vehicleinterior temperature exceeds the outside ambient temperature, controlsystem 11 opens window 2 to exchange hot internal air with cooleroutside air. Once cooler internal temperatures are reached or if rainsensor 27 detects rain, control system 11 closes window 2. If vehiclesecurity is a concern, control system 11 remains armed to sense andrespond to entrapment detection. This way if someone attempts to enterthe vehicle through window 2, control system 11 activates security alarmsystem 31.

Referring now to FIG. 7, with continual reference to FIGS. 1, 2, and 13,a vehicle seat assembly 60 having occupant detection sensors 62 and 63in accordance with an embodiment of the present invention is shown.Occupant detection sensors 62 and 63 are respectively placed into seatback 61 and seat 64 of seat assembly 60. Other occupant detectionsensors may be placed along vehicle door 1 and inside head liners.Occupant detection sensors 62 and 63 provide detailed information aboutwhat is on seat assembly 60 or in the vehicle. Occupant detectionsensors 62 and 63 employ proximity and force sensor matrices to sensemotion, weight, and dimensional characteristics of objects such as childseats, infant carriers, or persons placed on seat assembly 60. Infrared,motion, and audio sensors can be used to further differentiate betweenliving and inanimate objects placed on seat assembly 60.

Occupant detection sensors in vehicles are typically reserved for use bythe air-bag deployment system of the vehicle. However, when connectedthrough a communication network of the vehicle such as LAN 43,controller 3 can receive occupant detection sensor information from theair-bag deployment system (or directly from the occupant detectionsensors themselves) to assist in determining if an infant, young child,or animal is in the vehicle.

Controller 3 further monitors ignition signal 40, the vehicle dooractivity, and the vehicle door lock status to determine when theoperator is leaving the vehicle. If controller 3 senses the presence ofpersons or animals inside the vehicle, then the controller sends awarning signal 45 to the operator indicating that the vehicle has beenexited while occupants remain in the vehicle. This warning can be givento the operator by sounding a security alarm 31 or vehicle horn or bysignaling a two-way key FOB to get the attention of the operator. As alast level of protection controller 3 can perform the venting operationto help ensure the safety of an occupant left inside the vehicle whileunattended.

Side impact air-bags of a vehicle are most effective during an accidentwhen the adjacent window such as window 2 is fully closed. It istherefore desired to close window 2 prior to a side impact collision.Collision sensors in the vehicle signal to controller 3 that a collisionis about to occur. When controller 3 receives a collision sensor signalon its crash preparation input 59 the controller responds by rapidlyclosing window 2 before the collision occurs. This response bycontroller 3 is possible because of the low obstruction detection forcecharacteristics of control system 11 which permit automatic control overmovement of window 2.

As an added security feature, crash preparation sensors of the vehicledetect persons near the vehicle. Controller 3 monitors its crashpreparation input 59 to guard the vehicle against intrusion. Controller3 cancels or postpones venting and closes window 2 to avoid intrusionwhen a person nears the vehicle during venting.

Referring now to FIG. 8, with continual reference to FIGS. 1 and 2,traditional electric window lift controls 33 interconnected in a vehicleby traditional vehicle wiring 42 is shown. Each window lift control 33is associated with a respective vehicle window. Window lift controls 33include driver-side window lift control 33 a and three passenger-sidewindow lift controls 33 b. A driver-side switch console 4 a enables anoperator to operate the driver-side window via window lift control 33 aand to remotely operate the passenger-side windows via window liftcontrols 33 b. An individual passenger-side switch console 4 b ispositioned near each passenger window for the passengers to operate thepassenger windows via window lift controls 33 b. Window lift control 33a controls movement of the driver-side window in response to drivercommands received from switch console 4 a. Window lift controls 33 bcontrol movement of their associated passenger-side windows in responseto passenger commands received from their associated switch consoles 4 bor in response to driver commands received from switch console 4 a.

Battery power is directly routed through wiring 42 to motors 13associated with window lift controls 33 from an ignition circuit 40through switch consoles 4 a and 4 b. Furthermore, battery power(ignition) 40 and ground return 41 supplied to each passenger switchconsole 4 b passes through driver switch console 4 a. This addscomplexity to wiring 42. Each time an operator uses a switch console 4to issue a switch command for activating window movement the switchconsoles and associated wiring must pass start-up and operatingelectrical currents to the associated motor without substantial powerlosses. Depending on the reliability level and power requirements ofwindow lift controls 33, the resulting complex wiring 42 and highcurrent switches 4 can be bulky and costly.

As will further be explained with reference to FIGS. 9, 10, 11, and 12,control system 11 eliminates the need for bulky wiring and high currentswitches by virtue of its active electronics (i.e., microprocessor 12 ofcontroller 3) used to control motor 13. Controller 3 receives windowmovement commands 5 from a switch console 4 as low power signals.Controller 3 then manages power and electrical polarity from the motorpower source to motor 13 in order to create window movement bytransmitting the appropriate electronic switching signals to the motor.

Referring now to FIG. 9, with continual reference to FIGS. 1, 2, and 8,multiple control systems 11 interconnected in a vehicle by a LAN 43 inaccordance with an embodiment of the present invention is shown. Eachcontrol system 11 is associated with a respective vehicle window.Control systems 11 include driver-side control system 11 a and threepassenger-side control systems 11 b. A driver-side switch console 4 aenables a driver to operate the driver-side window and to remotelyoperate the three passenger-side windows. An individual passenger-sideswitch console 4 b is positioned near each passenger window for thepassengers to operate the passenger windows. Control system 11 acontrols movement of the driver-side window in response to drivercommands received from switch console 4 a. Control systems 11 b controlmovement of their associated passenger-side windows in response topassenger commands received from their associated switch consoles 4 b orin response to driver commands received from switch console 4 a.

The configuration shown in FIG. 9 further enhances function,performance, and vehicle cost savings associated with control systems11. With a control system 11 installed for each window, switch consoles4 do not pass high electrical currents necessary to operate motors 13.As such, switch consoles 4 having lower current ratings can beincorporated thereby lowering component cost while increasing theoperating life and reliability of the switch consoles. Wire harnessesconnecting command signals 5 of switch consoles 4 to control systems 11can be replaced by high gauge wire of less weight.

Further reduction in vehicle weight is realized as control systems 11are interconnected to each other and to switch consoles 4 by LAN 43. LAN43 can either be a private LAN reserved for control systems 11 or can beexpanded to a larger in-vehicle LAN 44 such as LIN, CAN, or J1850 topermit communications with other vehicle modules. Regardless of whichprotocol is selected, LAN 43 makes for simpler connection between switchconsoles 4 and control systems 11 by reducing the number of wireinterconnects. Besides communicating window commands, LAN 43 permitsmultiple control systems 11 to share information between each other andwith other connected electronic devices. Access to additional vehicledata from in-vehicle LAN 44 can improve performance of control systems11 as the control systems stay informed of the operating environment andstatus of the vehicle.

Controller 3 of driver-side control system 11 a is well positioned toreceive switch commands 5 from driver-side switch console 4 a when thedriver-side switch console is also located on the driver's door. In thisway the length of the wire harness connecting switch commands 5 fromswitch console 4 a to controller 3 of control system 11 a is kept to aminimum. The switch commands intended for passenger windows can betransmitted over LAN 43 and read by other window control systems 11 b.By transmitting switch commands over LAN 43 the vehicle switch harnessis reduced to a two-wire signal harness thereby saving vehicle weightand cost while enhancing communications between control systems 11.

Referring now to FIG. 10, with continual reference to FIGS. 1, 2, and 9,multiple control systems 11 having an independent master switch console4 c in which the control systems and the switch consoles including themaster switch console are interconnected in a vehicle by a LAN 43 inaccordance with an embodiment of the present invention is shown. Theconfiguration of FIG. 10 represents a configuration slightly modifiedfrom the configuration shown in FIG. 9 in that switch console 4 c isseparate from driver-side control system 11 a. Switch console 4 cdirectly connects to LAN 43 and is not dependent upon driver-sidecontrol system 11 a to communicate commands to passenger-side controlsystems 11 b. Switch console 4 c can be located anywhere near the driversuch as between the front seats, on the steering wheel, on the dash,etc. When located between the front seats, as indicated in FIG. 9,switch console 4 c doubles as a remote switch console for the frontpassenger to use to operate the front passenger window. This way acommon center switch console 4 c for both the driver and the frontpassenger is implemented for cost savings. This network communicationsapproach gives freedom in locating switch console 4 c elsewhere toenhance vehicle styling and ergonomics. Also switch console 4 c canserve as a master control for monitoring vehicle status like ignitionsignal 40 and reporting the status of all control systems 11 through asingle alarm output 45.

An in-vehicle LAN 44 permits control systems 11 to access informationshared by other electronic control modules already connected to thenetwork. Communications with other modules increases the number offunctions control systems 11 can perform. Likewise, it can make newfunctions possible such as automatic venting, occupant detection, andsecurity monitoring.

Referring now to FIG. 11, with continual reference to FIGS. 1, 2, and 9,multiple control systems 11 interconnected in a vehicle by a wirelessLAN 46 in accordance with an embodiment of the present invention isshown. The wireless radio-frequency (RF) communications 46 of FIG. 11represents another approach of interconnecting control systems 11 toswitch consoles 4. This approach has similar advantages to the wired LANapproach described previously with respect to FIG. 9 but has furtheradvantages in vehicle weight and cost savings through elimination ofwiring used to interconnect control systems 11 to switch consoles 4.Wireless RF network 46 allows placement of switch consoles 4 virtuallyanywhere on the vehicle while control systems 11 remain optimized forplacement near their associated windows and their associated motors.

Referring now to FIG. 12, with continual reference to FIGS. 1, 2, and10, multiple control systems 11 having an independent master switchconsole 4 c in which the control systems and the independent switchconsole are interconnected in a vehicle by a wireless LAN 46 inaccordance with an embodiment of the present invention is shown. Thewireless radio-frequency (RF) communications 46 of FIG. 12 representsanother approach of interconnecting control systems 11 to switch console4 c. This approach has similar advantages to the wired LAN approachdescribed previously with respect to FIG. 10 but has further advantagesin vehicle weight and cost savings through elimination of wiring used tointerconnect control systems 11 to switch consoles 4. Wireless RFnetwork 46 allows placement of switch consoles 4 virtually anywhere onthe vehicle while control systems 11 remain optimized for placement neartheir associated windows and their associated motors.

Control system 11 has been mostly described as an independent controlsystem having multiple interconnections and communications with variousother electronic control modules on the vehicle. To further reduce thecost and number of vehicle electronic subsystems it is advantageous tointegrate those electronic controls that process related information orhave proximate mounting locations to the control system. For example,the advanced electronics within control system 11, along with itslocation inside the vehicle door, permit the control system to controlother functions such as electronic door lock, remote keyless entry,power mirror adjust, heated mirror, mirror fold away, mirror mountedblinkers, entry/exit lighting, puddle lighting, etc. Module integrationcan improve both the response and the reliability of electronic systemsover conventional independent controls. Cost and vehicle weight savingsare inevitable.

While embodiments of the present invention have been illustrated anddescribed, it is not intended that these embodiments illustrate anddescribe all possible forms of the present invention. Rather, the wordsused in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the present invention.

1. A system comprising: a controller configured to transmit a panelcontrol signal to move a movable panel of a vehicle along a path betweenopened and closed positions; a sensor configured to detect for an objectin the path of the panel and to generate an object signal indicative ofan object detected in the path of the panel; and a switch configured totransmit a command signal upon being activated by an operator; whereinthe controller is further configured to transmit a panel control signalto move the panel towards the opened position in order to prevent thepanel from entrapping the object upon receipt of the object signal;wherein the controller and the switch are further configured tocommunicate with at least one vehicle module and with one another overan in-vehicle local area network (LAN); wherein the controller isfurther configured to receive the command signal from the switch overthe LAN and to transmit a panel control signal to move the panel inaccordance with the command signal; wherein the switch is furtherconfigured to transmit upon being activated by an operator a secondcommand signal over the LAN for receipt by a second controllerconfigured to control movement of a second movable panel in accordancewith the second command signal.
 2. The system of claim 1 wherein: thecontroller and the sensor are configured to communicate with one anotherover the LAN.
 3. The system of claim 1 wherein: the sensor includes acompressible dielectric element interposed between two conductors whichare separated from one another; wherein capacitance of the sensorchanges in response to either an object in the path of the paneldeforming the shape of the sensor while touching the sensor such thatthe sensor generates the object signal or a conductive object in thepath of the panel coming into proximity with the sensor such that thesensor generates the object signal.
 4. The system of claim 1 wherein theat least one vehicle module includes an occupant detection sensor,wherein: the controller is further configured to receive an occupantsignal indicative of the absence of an occupant in the vehicle from theoccupant detection sensor over the LAN and to generate an alarm signalindicative of vehicle intrusion upon receiving the object signal whilethe vehicle is unoccupied.
 5. The system of claim 1 wherein the at leastone vehicle module includes a rain sensor, wherein: the controller isfurther configured to receive a rain sensor signal indicative ofmoisture outside the vehicle from the rain sensor over the LAN; whereinthe controller is further configured to transmit a panel control signalto move the panel towards the closed position upon determining thepresence of moisture outside of the vehicle based on the rain signal. 6.The system of claim 1 the LAN includes at least one of a wired componentand a wireless component.
 7. A system comprising: a controllerconfigured to transmit a panel control signal to move a movable panel ofa vehicle along a path between opened and closed positions; and a sensorconfigured to detect for an object in the path of the panel and togenerate an object signal indicative of an object detected in the pathof the panel; wherein the controller is further configured to transmit apanel control signal to move the panel towards the opened position inorder to prevent the panel from entrapping the object upon receipt ofthe object signal; wherein the controller is further configured tocommunicate with at least one vehicle module including a switch over anin-vehicle local area network (LAN); wherein the controller is furtherconfigured to receive a command signal from the switch over the LAN uponthe switch being activated by an operator and to transmit a panelcontrol signal to move the panel in accordance with the command signal;wherein the controller is further configured to transmit a panel controlsignal to move the panel to the closed position upon receiving anexpress close panel command signal from the switch over the LAN; whereinthe controller is further configured to transmit a panel control signalto move the panel to the opened position upon receiving an express openpanel command signal from the switch over the LAN; wherein thecontroller is further configured to transmit a panel control signal tomove the panel towards the closed position while receiving a manualclose panel command signal from the switch over the LAN; wherein thecontroller is further configured to transmit a panel control signal tomove the panel towards the opened position while receiving a manual openpanel command signal from the switch over the LAN.
 8. The system ofclaim 7 wherein: the controller is further configured to abort anexpress panel command upon receiving a manual panel command; thecontroller is further configured to abort an express panel command forone of the opening and closing directions upon receiving an expresspanel command for the opposite direction.
 9. A system comprising: acontroller configured to transmit a panel control signal to move amovable panel of a vehicle along a path between opened and closedpositions; and a sensor configured to detect for an object in the pathof the panel and to generate an object signal indicative of an objectdetected in the path of the panel; wherein the controller is furtherconfigured to transmit a panel control signal to move the panel towardsthe opened position in order to prevent the panel from entrapping theobject upon receipt of the object signal; wherein the controller isfurther configured to communicate with at least one vehicle moduleincluding an interior temperature sensor and an exterior temperaturesensor over an in-vehicle local area network (LAN); wherein thecontroller is further configured to receive an internal temperaturesignal indicative of the temperature of the vehicle interior from theinterior temperature sensor over the LAN and to receive an externaltemperature signal indicative of the temperature outside of the vehiclefrom the external temperature sensor over the LAN; wherein thecontroller is further configured to determine whether vehicle venting isdesired based on a comparison of the temperature signals and to transmita panel control signal to move the panel towards the opened position inorder to vent the vehicle if vehicle venting is desired.
 10. The systemof claim 9 wherein: the controller is further configured to transmit apanel control signal to move the panel towards the opened position inorder to vent the vehicle if vehicle venting is desired when the vehicleis in operation.
 11. The system of claim 9 wherein the at least onevehicle module further includes a venting component, wherein: thecontroller is further configured to transmit a vent control signal tothe venting component via the LAN in order for the venting component tovent the vehicle if vehicle venting is desired.
 12. The system of claim11 wherein: the venting component is one of a vehicle sunroof and avehicle HVAC system.
 13. The system of claim 11 wherein: the controlleris further configured to transmit a vent control signal to the ventingcomponent in order to vent the vehicle when the internal temperatureexceeds the external temperature and the vehicle is unoccupied.
 14. Thesystem of claim 11 wherein: the controller is further configured totransmit a vent control signal to the venting component in order to ventthe vehicle when the internal temperature exceeds the externaltemperature by a predetermined amount and the vehicle is in operation.15. A system comprising: a controller configured to transmit a panelcontrol signal to move a movable panel of a vehicle along a path betweenopened and closed positions; and a sensor configured to detect for anobject in the path of the panel and to generate an object signalindicative of an object detected in the path of the panel; wherein thecontroller is further configured to transmit a panel control signal tomove the panel towards the opened position in order to prevent the panelfrom entrapping the object upon receipt of the object signal; whereinthe controller is further configured to communicate with at least onevehicle module over an in-vehicle local area network (LAN); wherein thecontroller is further configured to store the position of the panelalong the path prior to the vehicle being turned off and to transmit apanel control signal to move the panel from the closed position to astored opened position stored upon receiving a preset panel opencommand.
 16. The system of claim 15 wherein: the controller is furtherconfigured to receive the panel open command from a remote keyless entrycomponent.
 17. The system of claim 15 wherein: the LAN includes at leastone of a wired component and a wireless component.
 18. A systemcomprising: a controller configured to transmit a panel control signalto move a movable panel of a vehicle along a path between opened andclosed positions; and a sensor configured to detect for an object in thepath of the panel and to generate an object signal indicative of anobject detected in the path of the panel; wherein the controller isfurther configured to transmit a panel control signal to move the paneltowards the opened position in order to prevent the panel fromentrapping the object upon receipt of the object signal; wherein thecontroller is further configured to communicate with at least onevehicle module over an in-vehicle local area network (LAN); wherein thecontroller is further configured to transmit a panel control signal tomove the panel after the vehicle has been turned off.
 19. A systemcomprising: a first controller configured to transmit a panel controlsignal to move a first movable panel of a vehicle along a path betweenopened and closed positions; a sensor configured to detect for an objectin the path of the first panel and to generate an object signalindicative of an object detected in the path of the first panel; and asecond controller configured to transmit a panel control signal to movea second movable panel of the vehicle along a path; wherein the firstcontroller is further configured to communicate with the secondcontroller and at least one vehicle module over an in-vehicle local areanetwork (LAN); wherein the first controller is further configured totransmit a panel control signal to move the first panel towards theopened position in order to prevent the first panel from entrapping theobject upon receipt of the object signal; wherein the second controlleris further configured to receive a command signal from the firstcontroller over the LAN and to transmit a panel control signal to movethe second panel in accordance with the command signal.
 20. The systemof claim 19 wherein: the LAN includes at least one of a wired componentand a wireless component.